Vehicular cooling system

ABSTRACT

An cooling system including an oil circulation circuit includes a first circuit including an electric oil pump that discharges oil as a coolant to be supplied to an inverter and respective motors, and an HV radiator that cools the oil to be supplied to the inverter and the respective motors, and a second circuit including a mechanical oil pump that discharges the oil to be supplied to a lubrication-required part without passing through the HV radiator.

INCORPORATION BY REFERENCE

The disclosure of Japanese Patent Application No. 2016-239824 filed onDec. 9, 2016 including the specification, drawings and abstract isincorporated herein by reference in its entirety.

BACKGROUND

1. Technical Field

The present disclosure relates to a vehicular cooling system.

2. Description of Related Art

As cooling systems for hybrid vehicles with an engine and electricmotors installed therein, inverter cooling circuits for cooling aninverter electrically connected to the electric motors are known. It isknown that the inverter cooling circuits circulate cooling water (hybridcooling water) as a coolant.

Also, engine cooling circuits using cooling water (engine cooling water)that is different from hybrid cooling water as a coolant are publiclyknown. Japanese Patent Application Publication No. 2013-199853 disclosesa cooling system including an engine cooling circuit, and a transaxlecooling circuit using oil as a coolant, in which heat exchange betweenengine cooling water and the oil is performed by a heat exchanger.

SUMMARY

In a hybrid vehicle, a cooling system including an inverter coolingcircuit, an engine cooling circuit and a transaxle cooling circuit maybe installed. In the respective cooling circuits mentioned above,dedicated liquids such as hybrid cooling water, engine cooling water andoil are circulated in respective independent flow passages. Thus, thenumber of parts included in the respective cooling circuits is large andthe cooling system has a large size as a whole.

Also, in the transaxle cooling circuit described in JP 2013-199853 A, apart requiring oil lubrication or oil warming (lubrication-requiredpart) and a part requiring oil cooling (cooling-required part) areincluded in a transaxle case, which is an oil supply destination. Inorder to reduce a stirring resistance of oil, it is necessary to supplywarm oil to, e.g., transmission gears, which are included in thelubrication-required part. On the other hand, it is necessary to supplylow-temperature oil to the electric motors, which are included in thecooling-required part, to cool the electric motors.

However, in the configuration in JP 2013-199853 A, the oil in thetransaxle cooling circuit is supplied to the lubrication-required partand the cooling-required part in the transaxle case without distinction.Thus, where cooling is prioritized over lubrication, a part to be warmed(lubrication-required part) is also cooled simultaneously with a part tobe cooled (cooling-required part). On the other hand, where lubricationis prioritized over cooling, the part to be cooled (cooling-requiredpart) is also warmed simultaneously with the part to be warmed(lubrication-required part).

The present disclosure provides a vehicular cooling system enablingreduction in size of a cooling system and ensuring both coolingperformance and lubrication performance.

A vehicular cooling system according to an aspect of the presentdisclosure is installed in a vehicle including an electric motor, aninverter electrically connected to the electric motor, and a powertransmission mechanism that transmits motive power output from theelectric motor to a wheel. The vehicular cooling system includes an oilcirculation circuit. The oil circulation circuit includes: an oilstorage portion; a first circuit including a first oil pump that sucksin oil stored in the oil storage portion and discharges the oil as acoolant to be supplied to the inverter and the electric motor, and anoil cooler provided between the first oil pump, and the inverter or theelectric motor, the oil cooler cooling the oil to be supplied to theinverter and the electric motor; and a second circuit including a secondoil pump that sucks in the oil stored in the oil storage portion, anddischarges the oil to be supplied to a lubrication-required partincluded in the power transmission mechanism without passing through theoil cooler.

According to the above aspect, only oil is circulated in the oilcirculation circuit including the inverter and the electric motor.Consequently, the vehicular cooling system can be downsized. Also, as acooling circuit, the first circuit cools the oil discharged from thefirst oil pump, via the oil cooler, and supplies the oil to the inverteror the electric motor. As a lubrication circuit, the second circuitsupplies the oil discharged from the second oil pump, to thelubrication-required part without the oil being cooled by the oilcooler. Consequently, both cooling performance and lubricationperformance can be ensured.

In the above aspect, in the first circuit, the inverter and the electricmotor may be provided on a downstream side of the first oil pump, theinverter and the electric motor may be connected in series, and theelectric motor may be provided on a downstream side of the inverter.

According to the above aspect, the first circuit includes the inverterbetween the oil cooler and the electric motor on the downstream side ofthe first oil pump. Where the electric motor and the inverter arecompared in terms of heatproof temperature, the heatproof temperature ofthe inverter is lower. According to the cooling system, the firstcircuit enables the oil cooled by the oil cooler to be supplied to theinverter prior to the electric motor.

In the above aspect, in the first circuit, the inverter and the electricmotor may be provided on the downstream side of the first oil pump, andthe inverter and the electric motor may be connected in parallel.

According to the present aspect, the first circuit enables the oilcooled by the oil cooler to be supplied to the electric motor withoutthe oil passing through the inverter on the downstream side of the firstoil pump. Consequently, a temperature of the oil to be supplied to theelectric motor does not increase as a result of heat exchange with theinverter, enabling the electric motor to be cooled by thelow-temperature oil.

In the above aspect, the electric motor may include a stator and arotor, and in the first circuit, an electric motor cooling pipe forsupplying oil to the electric motor may include a discharge hole fordischarging oil toward the stator. Also, the oil flowing in the firstcircuit may have an insulating property.

In the above aspect, the inverter may be configured such that the oildischarged from the first oil pump flows inside as a coolant.

According to the above aspect, the inside of the inverter can be cooledby the oil discharged from the first oil pump. Consequently, coolingperformance for the inverter is enhanced and heat resistance performanceof the inverter is also enhanced.

In the above aspect, the oil cooler may be an air cooling oil coolerthat causes heat exchange between the oil and air.

According to the above aspect, the oil discharged from the first oilpump is cooled by the air cooling oil cooler, and thus, coolability ofthe oil is enhanced.

The vehicular cooling system according to the above aspect may beinstalled in a vehicle including the electric motor and an engine asmotive power sources. The first oil pump may be an electric oil pump tobe driven by an electric motor, and the second oil pump may be amechanical oil pump to be driven by the engine.

According to the above aspect, the first oil pump is formed of anelectric oil pump, and thus, even if the engine stops, the first oilpump can be driven. Also, the amount of discharge from the first oilpump can be controlled by a control unit such as an electronic controlunit.

In the above aspect, the second circuit may further include a threephase heat exchanger configured to allow heat exchange between enginecooling water and the oil discharged from the second oil pump, andallows heat exchange between engine oil and the oil discharged from thesecond oil pump.

According to the above aspect, the three phase heat exchanger allowsheat exchange between the engine cooling water and the oil dischargedfrom the second oil pump and also allows heat exchange between theengine oil and the oil discharged from the second oil pump.Consequently, the oil that has passed through the three phase heatexchanger can be supplied to a lubrication-required part.

In the above aspect, the vehicular cooling system may further include afirst switching valve provided in a circuit in which the engine coolingwater circulates, the first switching valve switching between an openstate in which a flow of the engine cooling water through the heatexchanger is allowed and a closed state in which a flow of the enginecooling water through the heat exchanger is not allowed; and a secondswitching valve provided in a circuit in which the engine oilcirculates, the second switching valve switching between an open statein which a flow of the engine oil through the heat exchanger is allowedand a closed state in which a flow of the engine oil through the heatexchanger is not allowed.

According to the above aspect, a heat exchange state in the three phaseheat exchanger can be controlled by switching of each of the firstswitching valve and the second switching valve between the open andclosed states.

In the above aspect, the vehicular cooling system may further includes:a first oil temperature sensor that detects a temperature of the oil; awater temperature sensor that detects a temperature of the enginecooling water; a second oil temperature sensor that detects atemperature of the engine oil; and a control unit that controlsopening-closing of each of the first switching valve and the secondswitching valve based on the temperature of the oil detected by thefirst oil temperature sensor, the temperature of the engine coolingwater detected by the water temperature sensor and the temperature ofthe engine oil detected by the second oil temperature sensor. Thecontrol unit may be configured to, when the temperature of the oil islower than a predetermined oil temperature, control at least the secondswitching valve of the first switching valve and the second switchingvalve to be in the open state, and perform warming control to increasethe temperature of the oil via heat exchange in the heat exchanger.

According to the above aspect, the oil supplied to thelubrication-required part receives heat from at least one of the enginecooling water and the engine oil and is thereby warmed. Thus, anincrease in temperature of the oil quickens, enabling quick warming ofthe lubrication-required part. Consequently, dragging loss and/orstirring loss caused in the lubrication-required part by the oil can bereduced, enabling enhancement in fuel efficiency.

In the above aspect, the control unit may be configured to, in a casewhere the control unit performs the warming control, when thetemperature of the engine cooling water is higher than a predeterminedwater temperature, control the first switching valve and the secondswitching valve to be in the open states.

According to the above aspect, the oil supplied to thelubrication-required part receives heat of the engine cooling water andthe engine oil and is thereby warmed, and thus, an increase intemperature of the oil quickens, enabling quick warming of thelubrication-required part. Consequently, dragging loss and/or stirringloss caused in the lubrication-required part by the oil can be reduced,enabling enhancement in fuel efficiency. Furthermore, switching of theheat exchange state in the three phase heat exchanger is performed inconsideration of the temperature of the engine cooling water, enablingsuppression of an adverse effect on the engine side caused by heatexchange in the heat exchanger.

In the above aspect, the control unit may be configured to, in a casewhere the control unit performs the warming control, when thetemperature of the engine cooling water is equal to or below apredetermined water temperature and the temperature of the oil is lowerthan the temperature of the engine oil, control the first switchingvalve to be in the closed state and control the second switching valveto be in the open state.

According to the above aspect, switching of the heat exchange state inthe three phase heat exchanger is performed in consideration of thetemperature of the engine cooling water, enabling suppression of anadverse effect on the engine side caused by heat exchange in the heatexchanger. In other words, when the temperature of the engine coolingwater is lower than the predetermined water temperature and thus warmingof the engine cooling water is desired, the first switching valve isclosed even during warming control to warm the oil in the second circuitbeing performed, enabling suppression of the oil in the second circuitfrom drawing heat from the engine cooling water.

In the above aspect, the oil circulation circuit includes the firstcircuit (cooling circuit) including the inverter and the electric motor,and the second circuit (lubrication circuit) including thelubrication-required part. Since the oil circulation circuit circulatesthe oil alone, the vehicular cooling system can be downsized compared toconventional cases where an inverter cooling circuit that circulatescooling water and a transaxle cooling circuit that circulates oil areseparate from each other. Also, the first circuit can supply the oilcooled by the oil cooler to the inverter and the electric motor, and thesecond circuit can supply the oil that has not passed through the oilcooler, to the lubrication-required part. Consequently, the coolingsystem can ensure both cooling performance and lubrication performance.

BRIEF DESCRIPTION OF THE DRAWINGS

Features, advantages, and technical and industrial significance ofexemplary embodiments of the disclosure will be described below withreference to the accompanying drawings, in which like numerals denotelike elements, and wherein:

FIG. 1 is a skeleton diagram illustrating an example of a vehicle with avehicular cooling system installed therein;

FIG. 2 is a schematic diagram illustrating a schematic configuration ofthe cooling system according to a first embodiment;

FIG. 3 is a diagram for describing a comparison between a kineticviscosity of oil used in the cooling system according to the firstembodiment and a kinetic viscosity of conventional oil;

FIG. 4 is a diagram for describing a relationship between a pumpdischarge amount and an oil temperature;

FIG. 5 is a schematic diagram illustrating a schematic configuration ofa cooling system according to an modification;

FIG. 6 is a schematic diagram illustrating a schematic configuration ofa cooling system according to a second embodiment;

FIG. 7 is a diagram for describing a relationship between T/M unit lossand a T/M oil temperature;

FIG. 8 is a diagram illustrating liquid temperature changes in a normalmoving state;

FIG. 9 is a flowchart illustrating an example of a heat exchange controlflow in the second embodiment;

FIG. 10 is a schematic diagram illustrating a schematic configuration ofa cooling system according to a reference example; and

FIG. 11 is a diagram for describing a cooling system according toanother reference example.

DETAILED DESCRIPTION OF EMBODIMENTS

A vehicular cooling system according an embodiment of the presentdisclosure will be described in detail below with reference to thedrawings.

First Embodiment

[1. Vehicle] FIG. 1 is a skeleton diagram illustrating an example of avehicle with a vehicular cooling system installed therein. A vehicle Veis a hybrid vehicle including an engine 1, a first motor (MG1) 2 and asecond motor (MG2) 3 as motive power sources. The engine 1 is apublicly-known internal combustion engine. The motors 2, 3 arepublicly-known motor-generators having a motor function and an electricpower generation function. The respective motors 2, 3 are electricallyconnected to a battery 22 via an inverter 21. Also, the respectivemotors 2, 3 are included in a cooling-required part in the transaxlecase 40. The inverter 21 is disposed outside the transaxle case 40.

The vehicle Ve includes a power dividing mechanism 5 in a powertransmission path from the engine 1 to wheels (drive wheels) 4. In thevehicle Ve, motive power output by the engine 1 is divided to the firstmotor 2 side and the wheels 4 side by the power dividing mechanism 5. Atthis time, the first motor 2 generates electric power using the motivepower output by the engine 1, and the electric power is stored in thebattery 22 or is supplied to the second motor 3 via the inverter 21.

An input shaft 6, the power dividing mechanism 5 and the first motor 2are disposed coaxially with a crankshaft of the engine 1. The crankshaftand the input shaft 6 are coupled via a non-illustrated torque limiteror the like. The first motor 2 is disposed adjacent to the powerdividing mechanism 5 on the side opposite to the engine 1 in the axisdirection. The first motor 2 includes a stator 2 a around which a coilis wound, a rotor 2 b and a rotor shaft 2 c.

The power dividing mechanism 5 is a differential mechanism including aplurality of rotational elements, and in the example illustrated in FIG.1, is formed by a single-pinion planetary gear mechanism. The powerdividing mechanism 5 includes a sun gear 5S, which is an external gear,a ring gear 5R, which is an internal gear, disposed on concentricallywith the sun gear 5S, and a carrier 5C holding a pinion gear engagingwith the sun gear 5S and the ring gear 5R in such a manner that thepinion gear can rotate and also can revolve around the sun gear 5S, asthree rotational elements.

The rotor shaft 2 c of the first motor 2 is coupled to the sun gear 5Sso as to rotate integrally with the sun gear 5S. The input shaft 6 iscoupled to the carrier 5C so as to rotate integrally with the carrier5C. The engine 1 is coupled to the carrier 5C via the input shaft 6. Anoutput gear 7 that outputs torque from the power dividing mechanism 5toward the wheels 4 side is integrated with the ring gear 5R. The outputgear 7 is an external gear that rotates integrally with the ring gear5R, and engages with a counter driven gear 8 b of a counter gearmechanism 8.

The output gear 7 is coupled to a differential gear mechanism 9 via thecounter gear mechanism 8. The counter gear mechanism 8 includes acounter shaft 8 a disposed in parallel with the input shaft 6, a counterdriven gear 8 b engaging with the output gear 7, and a counter drivegear 8 c engaging with a ring gear 9 a of the differential gearmechanism 9. The counter driven gear 8 b and the counter drive gear 8 care attached to the counter shaft 8 a so as to rotate integrally. Thewheels 4 are coupled to the differential gear mechanism 9 via right andleft drive shafts 10.

The vehicle Ve is configured to add torque output by the second motor 3to torque transmitted from the engine 1 to the wheels 4. The secondmotor 3 includes a stator 3 a around which a coil is wound, a rotor 3 band a rotor shaft 3 c. The rotor shaft 3 c is disposed in parallel withthe counter shaft 8 a. A reduction gear 11 engaging with the counterdriven gear 8 b is attached to the rotor shaft 3 c so as to rotateintegrally with the rotor shaft 3 c.

Also, in the vehicle Ve, a mechanical oil pump (MOP) 101 that is drivenby the engine 1 is provided. The mechanical oil pump 101 is disposedcoaxially with the crankshaft of the engine 1, and includes a pump rotor(not illustrated) that rotates integrally with the input shaft 6. Forexample, if the vehicle Ve moves forward by means of motive power of theengine 1, the pump rotor of the mechanical oil pump 101 rotates forwardby means of torque of the input shaft 6, and the mechanical oil pump 101discharges oil from a discharge port. The oil discharged from themechanical oil pump 101 is supplied to a lubrication-required part 30(illustrated in, e.g., FIG. 2) in the transaxle case 40 and functions asa lubricating oil. The lubrication-required part 30 is a part (mainly,gears) of a power transmission mechanism of the vehicle Ve, the partrequiring oil lubrication and oil warming in the transaxle case 40. Thepower transmission mechanism is a mechanism that transmits motive poweroutput from the motive power sources (the engine 1, the first motor 2and the second motor 3) of the vehicle Ve to the wheels 4. In thevehicle Ve illustrated in FIG. 1, the lubrication-required part 30includes the power dividing mechanism 5, the output gear 7 and thecounter gear mechanism 8.

[2. Cooling system] FIG. 2 is a schematic diagram illustrating aschematic configuration of a vehicular cooling system 100 according tothe first embodiment. The vehicular cooling system (hereinafter simplyreferred to as “cooling system”) 100 is installed in the vehicle Veillustrated in FIG. 1, and is configured to cool the inverter 21 usingtransmission lubricating oil (T/M lubricating oil). In this description,the transmission lubricating oil (T/M lubricating oil) is simplyreferred to as “oil”.

As illustrated in FIG. 2, the cooling system 100 includes an oilcirculation circuit 200 that circulates oil. The oil circulation circuit200 includes a first circuit (hereinafter referred to as “coolingcircuit”) 210 for cooling the inverter 21 and the respective motors 2,3, and a second circuit (hereinafter referred to as “lubricationcircuit”) 220 for lubricating and warming the lubrication-required part30.

More specifically, the oil circulation circuit 200 has a structure inwhich an oil passage (inverter oil passage) that supplies oil to theinverter 21 as a coolant and a cooling oil passage that supplies oil tothe cooling-required part in the transaxle case 40 included in atransaxle oil passage are in communication with each other. In otherwords, only one and the same liquid, which is oil, circulates in the oilcirculation circuit 200 including the inverter oil passage and thetransaxle oil passage. Also, the cooling system 100 pumps the oil in theoil circulation circuit 200 toward supply destinations by means of twooil pumps.

[2-1. Cooling circuit] The cooling circuit 210 includes an electric oilpump 102, which is a first oil pump, a hybrid-only radiator (hereinafterreferred to as “HV radiator”) 103, the inverter 21, which is a coolingtarget, the respective motors 2, 3, which are cooling targets, and anoil storage portion 104. The cooling circuit 210 cools oil dischargedfrom the electric oil pump 102, by means of the HV radiator 103, andsupplies the oil to the inverter 21 and the respective motors 2, 3.

The electric oil pump 102 is driven by an electric motor (notillustrated). The electric motor is driven under control of a controlunit (ECU) 150. The control unit 150 includes a publicly-knownelectronic control unit, and controls driving of the electric oil pump102. The electric oil pump 102, which is driven under the control of thecontrol unit 150, sucks in oil stored in the oil storage portion 104 anddischarges the oil from a discharge port. The electric oil pump 102discharges oil supplied to the cooling targets (the inverter 21 and themotors 2, 3) as a coolant. A first discharge oil passage 201 isconnected to the discharge port of the electric oil pump 102. The oildischarged into the first discharge oil passage 201 by the electric oilpump 102 is pumped by a discharge pressure of the electric oil pump 102toward the inverter 21 and the motors 2, 3, which are oil supplydestinations, in the cooling circuit 210.

The HV radiator 103 is a heat exchanger that performs heat exchangebetween the oil flowing in the cooling circuit 210 and air (for example,air outside the vehicle Ve). In other words, the HV radiator 103 is anair cooling-type oil cooler that is disposed outside the transaxle case40. The oil flowing in the HV radiator 103 releases heat as a result ofheat exchange with the air outside the vehicle Ve. The HV radiator 103is provided between the electric oil pump 102, and the inverter 21 andthe motors 2, 3 in the cooling circuit 210. The cooling circuit 210air-cools (cools) the oil pumped from the electric oil pump 102 towardthe inverter 21 and the motors 2, 3, by means of the HV radiator 103.The first discharge oil passage 201 is connected to an entrance of theHV radiator 103, and a first supply oil passage 202 is connected to anexit of the HV radiator 103.

The first supply oil passage 202 is an oil passage between the HVradiator 103 and the inverter 21, the oil passage allowing oilair-cooled by the HV radiator 103 to be supplied to the inverter 21. Thefirst supply oil passage 202 is connected to an entrance of a case ofthe inverter 21. The oil air-cooled by the HV radiator 103 flows intothe case of the inverter 21 from the first supply oil passage 202, comesinto contact with a heat generating part of the inverter 21 and performsa direct heat exchange with the heat generating part, thereby coolingthe inverter 21.

A second supply oil passage 203 is connected to an exit of the case ofthe inverter 21. The second supply oil passage 203 is an oil passagebetween the inverter 21 and the motors 2, 3, the oil passage allowingoil air-cooled by the HV radiator 103 to be supplied to the respectivemotors 2, 3. In the cooling circuit 210, the inverter 21 and therespective motors 2, 3 are connected in series on the downstream side ofthe electric oil pump 102, and the respective motors 2, 3 are providedon the downstream side of the inverter 21. the respective motors 2, 3are disposed inside the transaxle case 40, and thus, the oil to besupplied to the respective motors 2, 3 temporarily flows outside thetransaxle case 40 when passing through the HV radiator 103 and theinverter 21.

Also, in the example illustrated in FIG. 2, the second supply oilpassage 203 is an oil passage that forks on the downstream side. Thesecond supply oil passage 203 includes an MG1 cooling pipe 203 a and anMG2 cooling pipe 203 b. The MG1 cooling pipe 203 a forms one branch oilpassage, and supplies oil to the first motor 2. The MG2 cooling pipe 203b forms another branch oil passage, and supplies oil to the second motor3. More specifically, in order to cool, in particular, the stator 2 a,which generates heat upon energization, in the first motor 2, the MG1cooling pipe 203 a has a structure including a discharge hole fordischarging oil toward the stator 2 a. In order to cool, in particular,the stator 3 a, which generates heat upon energization, in the secondmotor 3, the MG2 cooling pipe 203 b has a structure including adischarge hole for discharging oil toward the stator 3 a. The respectivecooling pipes 203 a, 203 b are disposed in the transaxle case 40.

The oil flowing from the electric oil pump 102 toward the respectivemotors 2, 3 in the oil cooling circuit 210 cools the respective motors2, 3 and then flows into the oil storage portion 104 in the transaxlecase 40. The oil storage portion 104 is formed by, e.g., an oil pool oran oil pan formed in a bottom portion of the transaxle case 40. Forexample, after cooling the respective motors 2, 3, the oil is returnedto the oil storage portion 104 provided in the bottom portion of thetransaxle case 40, by, e.g., gravity. As described above, when oilcirculates in the cooling circuit 210, the oil stored in the oil storageportion 104 is pumped toward the inverter 21 and the respective motors2, 3 in the cooling circuit 210, by the electric oil pump 102, cools therespective motors 2, 3 and then returns to the oil storage portion 104.

[2-2. Lubrication circuit] The lubrication circuit 220 includes themechanical oil pump 101, which is a second oil pump, thelubrication-required part 30, which is a lubrication target, and the oilstorage portion 104. The lubrication circuit 220 supplies oil dischargedfrom the mechanical oil pump 101 to the lubrication-required part 30without air-cooling the oil using the HV radiator 103.

The mechanical oil pump 101 is configured to be driven by the engine 1(illustrated in FIG. 1), sucks in the oil stored in the oil storageportion 104 and discharges the oil from the discharge port. Themechanical oil pump 101 discharges oil to be supplied to thelubrication-required part 30 (gears) as a lubricating oil. A thirdsupply oil passage 204 is connected to the discharge port of themechanical oil pump 101. The third supply oil passage 204 includes asecond discharge oil passage connected to the discharge port of themechanical oil pump 101, and a lubricating oil passage on the downstreamside of the second discharge oil passage, the lubricating oil passageallowing oil to be supplied to the lubrication-required part 30. Oildischarged from the mechanical oil pump 101 to the third supply oilpassage 204 is pumped toward the lubrication-required part 30 bydischarge pressure of the mechanical oil pump 101 in the lubricationcircuit 220. Also, the mechanical oil pump 101 is provided inside thetransaxle case 40, and thus, an entire path of the lubrication circuit220 is formed inside the transaxle case 40. For example, the thirdsupply oil passage 204 (lubricating oil passage), which is an oilpassage (shaft core oil passage) formed in an inner portion of the inputshaft 6 illustrated in FIG. 1, includes a discharge hole formed in theinput shaft 6. The oil pumped from the mechanical oil pump 101 towardthe lubrication-required part 30 in the lubrication circuit 220 isdischarged from the third supply oil passage 204 (discharge hole of theinput shaft 6) toward the power dividing mechanism 5(lubrication-required part 30). The oil discharged from the third supplyoil passage 204 lubricates a plurality of gears in the transaxle case40.

After lubricating the lubrication-required part 30, the oil flows intothe oil storage portion 104 in the transaxle case 40. For example, afterlubricating the lubrication-required part 30, the oil is returned to theoil storage portion 104 by means of, e.g., gravity or a rotation force(centrifugal force) of the gears. As described above, when the oilcirculates in the lubrication circuit 220, the oil stored in the oilstorage portion 104 is pumped through the inside of the lubricationcircuit 220 by the mechanical oil pump 101, lubricates thelubrication-required part 30 and then returns to the oil storage portion104.

Here, the lubrication-required part 30 includes other gears to belubricated by the oil that has lubricated certain gears. For example, inthe vehicle Ve illustrated in FIG. 1, the third supply oil passage 204(mainly, the lubricating oil passage) is formed in the inner portion ofthe input shaft 6, and oil that has lubricated the power dividingmechanism 5 (the sun gear 5S, the ring gear 5R and the pinion gear) fromthe input shaft 6 side moves by means of, e.g., gravity or a centrifugalforce and lubricates other gears (the output gear 7 and the counter gearmechanism 8). The differential gear mechanism 9 can be configured sothat a part of the gears is immersed in the oil in the oil storageportion 104 and takes up the oil and the differential gear mechanism 9is thereby lubricated. Also, depending on the structure of the transaxlecase 40, before oil that has lubricated the power dividing mechanism 5lubricates the differential gear mechanism 9, the oil may be returned tothe oil storage portion 104. Thus, no differential gear mechanism 9 maybe included in the lubrication-required part 30.

[3. Comparison with reference example] Here, in order to describeadvantages of the cooling system 100, the cooling system 100 and areference example will be compared. First, a cooling system according toa reference example will be described with reference to FIG. 10. Next, acomparison between the cooling system 100 and the reference example willbe described.

[3-1. Reference example] FIG. 10 is a schematic diagram illustrating aschematic configuration of a cooling system 300 according to a referenceexample. In the cooling system 300 according to the reference example,an inverter cooling circuit 310 and a transaxle oil passage 320 areformed by respective independent flow passages. The inverter coolingcircuit 310 is formed by a water passage in which hybrid cooling water(LLC) is circulated as a coolant. The transaxle oil passage 320 isformed by an oil passage in which a transmission lubricating oil (T/Mlubricating oil) is circulated as a coolant.

More specifically, the inverter cooling circuit 310 includes an electricwater pump (EWP) 311, an HV radiator 312 that performs heat exchangebetween hybrid cooling water (hereinafter referred to as “HV coolingwater”) and air, an inverter 313 electrically connected to respectivemotors 2, 3, a heat exchanger 314 that performs heat exchange betweenthe HV cooling water and oil in the transaxle oil passage 320, and areservoir tank 315 that stores the HV cooling water. The invertercooling circuit 310 is a circulation water passage for cooling theinverter 313 using the HV cooling water.

In the inverter cooling circuit 310, the electric water pump 311 sucksin the HV cooling water stored in the reservoir tank 315 and dischargesthe HV cooling water from a discharge port. The HV cooling waterdischarged from the electric water pump 311 is air-cooled by the HVradiator 312 and then supplied to the inverter 313. The inverter 313 iscooled by the HV cooling water air-cooled by the HV radiator 312. Aftercooling the inverter 313, the HV cooling water flows into the heatexchanger 314 and performs heat exchange with the oil and then is pumpedto the reservoir tank 315.

The transaxle oil passage 320 includes a mechanical oil pump 321, theheat exchanger 314, the first motor 2, the second motor 3, alubrication-required part 30 and an oil storage portion 322. Thetransaxle oil passage 320 includes an oil passage (cooling oil passage)that enables heat exchange between oil discharged from the mechanicaloil pump 321 and the HV cooling water by means of the heat exchanger 314and then the oil to be supplied to the respective motors 2, 3. Also, thetransaxle oil passage 320 includes an oil passage (lubricating oilpassage) that enables oil discharged from the mechanical oil pump 321 tobe supplied to the lubrication-required part 30 without performing heatexchange with the HV cooling water by means of the heat exchanger 314.Here, unlike the oil storage portion 104 according to theabove-described first embodiment, oil stored in the oil storage portion322 is oil that is not to be supplied to the HV radiator 312 and theinverter 313.

[3-2. Comparison] The cooling system 100 according to the firstembodiment is advantageous over the cooling system 300 according to thereference example in, first, cooling performance, and second, structure.

[3-2-1. Cooling performance] Attention will be focused on coolingperformance for the inverter. A point in common to the first embodimentand the reference example is that inside the inverter 21 or 313, aninverter element energized with electricity is a heat generating part(heat source).

In the inverter cooling circuit 310 according to the reference example,HV cooling water, which is a coolant, has electrical conductivity, andthus, in consideration of safety, the HV cooling water cannot be broughtinto contact with the inverter element (inverter heat generating part)energized with electricity. In heat exchange between the inverter heatgenerating part and the HV cooling water, it is necessary to provide aninsulating plate (intervening member) such as a heat sink between theinverter heat generating part and the HV cooling water. Thus, cooling ofthe inverter heat generating part by the HV cooling water is indirectcooling via an insulating plate, and thus, thermal resistance of a partbetween the HV cooling water and the inverter heat generating partincreases by the amount of the insulating plate. For example, if a heattransfer member is provided on a heat transfer path from the inverterelement to the insulating plate (heat sink), thermal resistanceincreases by the amount of the heat transfer member. Also, a capabilityof releasing heat of the inverter element may be decreased not only byrates of heat transfer between members included in the heat transferpath, but also by heat conductivities of the members themselves.

In the cooling system 100 according to the first embodiment, the oil,which is a coolant, has an insulating property, and thus, when the oilcools the inverter 21, the oil can be brought into contact with theinverter element (inverter heat generating part) energized withelectricity. In the cooling system 100, direct heat exchange can beperformed between the inverter heat generating part and the oil(coolant). In other words, the cooling system 100 enables the inverterelement to be directly cooled by the coolant having an insulatingproperty. Consequently, unlike the reference example, the cooling system100 needs no insulating plate such as a heat sink, enabling reduction inthermal resistance between the coolant (oil) and the inverter heatgenerating part compared to the reference example. Therefore, the firstembodiment provides enhancement in capability of cooling the inverterelement compared to the reference example and thus enhancement incooling performance for the inverter 21. In addition, the enhancement incapability of cooling the inverter element results in enhancement inheat resistance performance of the inverter 21. Here, the inverterelement is a package covered by a casing.

Also, the cooling system 300 according to the reference example isconfigured in such a manner that oil is pumped to both the motors 2, 3(cooling-required part) and the lubrication-required part 30 by onemechanical oil pump 321. Thus, it is difficult to control the amount ofoil supplied to the cooling-required part and the amount of oil suppliedto the lubrication-required part 30. For example, in the case of thevehicle requiring oil warming of the lubrication-required part 30(warming is emphasized) such as a cold-start of the vehicle Ve, despitethe mechanical oil pump 321 being driven in order to supply oil to thelubrication-required part 30, a part of the oil is supplied to thecooling-required part (motors 2, 3). This may result in reduction inamount of oil supplied for warming. In this case, oil is supplied to thecooling-required part that less requires cooling. This may result inincrease in loss caused as a result of the oil being stirred by therotating rotors of the respective motors 2, 3 (stirring loss) and losscaused by the rotors being dragged by the oil (dragging loss). Or, wherethe vehicle requires cooling of at least one of the first motor 2 andthe second motor 3 (cooling is emphasized), despite the mechanical oilpump 321 being driven in order to supply oil to the cooling-requiredpart (motors 2, 3) as a coolant, a part of the oil is supplied to thelubrication-required part 30. This results in reduction in amount of oilsupplied as a coolant, which may decrease the capability of cooling themotors 2, 3. In addition, an excessive amount of the oil may be suppliedto the lubrication-required part 30, resulting in an increase in thestirring loss and the dragging loss caused in the lubrication-requiredpart 30. As described above, an increase in the stirring loss and thedragging loss in motor components (respective motors 2, 3) andlubrication components (lubrication-required part 30) due to the oil maycause fuel efficiency deterioration.

Furthermore, in the cooling system 300 according to the referenceexample, the oil in the transaxle oil passage 320 releases heat to theHV cooling water in the inverter cooling circuit 310 via the heatexchanger 314. In other words, the HV cooling water is air-cooled by theHV radiator 312, that is, heat of the oil is released in the HV radiator312 via the HV cooling water. Thus, a heat release efficiency of the oilis not good. This may reduce the effect of cooling the respective motors2, 3 by the oil.

In the first embodiment, the oil circulation circuit 200 including thecooling circuit 210 and the lubrication circuit 220 enables oil havingdifferent temperatures to be supplied to the components requiringcooling (the inverter 21 and the motors 2, 3) and the componentsrequiring warming (the lubrication-required part 30), respectively.Also, the electric oil pump 102, which is a first oil pump, provided inthe cooling circuit 210, and the mechanical oil pump 101, which is asecond oil pump, provided in the lubrication circuit 220 can be drivenseparately. For example, in the cases where the vehicle Ve requirescooling of the motors 2, 3 such as cases where the vehicle Ve moves athigh speed or moves on an uphill road (cooling is emphasized), theelectric oil pump 102 can be driven under the control of the controlunit 150. Consequently, the cooling system 100 can ensure both coolingperformance and lubrication performance.

Also, in the cooling system 100 according to the first embodiment, theelectric oil pump 102 is intended to supply oil to the inverter 21 andthe motors 2, 3 in the cooling circuit 210, and can be controlled by thecontrol unit 150. Thus, the electric oil pump 102 enables oiltemperature control in consideration of inverter temperature and motortemperature. On the other hand, in the reference example, the electricwater pump 311 for the inverter cooling circuit 310 and the mechanicaloil pump 321 for the transaxle oil passage 320 are provided, and thus,an inverter temperature and motor temperatures are controlledseparately. Therefore, according to the first embodiment, control canmore easily be performed to provide optimum oil temperatures accordingto the moving state of the vehicle Ve, compared to the referenceexample.

[3-2-2. Structure] Also, regarding the structure, the first embodimentenables reduction in number of components compared to the referenceexample. For example, the heat exchanger 314, the reservoir tank 315 anda part of a tubing included in the water passage in the referenceexample can be omitted. Furthermore, the first embodiment does not needHV cooling water, which is a component dedicated for the invertercooling circuit 310 in the reference example, and thus enables omissionof one coolant. In brief, the cooling system 100 according to the firstembodiment needs only one coolant (oil only), and thus eliminates theneed to provide overlapping components, enabling provision of a smalland light system configuration. Furthermore, omission of components(including HV cooling water) enables reduction in cost. In addition, thelarge-size cooling system 300 is poor in vehicle installationcapability, which results in assemblability deterioration.

[3-2-3. Oil fluidity] Fluidity of the oil will be described withreference to FIGS. 3 and 4. FIG. 3 is a diagram for describing acomparison between a kinetic viscosity of the oil used in the coolingsystem 100 according to the first embodiment and a kinetic viscosity ofconventional oil. FIG. 4 is a diagram for describing a relationshipbetween a pump charge amount and an oil temperature. In thisdescription, the oil used in the cooling system 100 is referred to as“the present oil”, and oil used in a conventional cooling system isreferred to as “conventional oil”. Also, the solid line indicated inFIG. 3 represents a kinetic viscosity of the present oil, and the dashedline represents a kinetic viscosity of the conventional oil. The solidline indicated in FIG. 4 represents a discharge amount (flow amount)with the present oil, and the dashed line represents a discharge amount(flow amount) with conventional oil.

As illustrated in FIG. 3, the kinetic viscosity of the present oil islow compared to the kinetic viscosity of the conventional oil at any oiltemperature, and in particular, largely decreases in a low-temperaturerange. More specifically, in an oil temperature range in which the oiltemperature is negative, the viscosity of the present oil substantiallydecreases compared to the conventional oil. In an oil temperature rangein which the oil temperature is positive, the present oil exhibits alarge viscosity decrease. For example, in an oil temperature range ofapproximately 10 to 30° C., the present oil exhibits a 60% kineticviscosity decrease relative to the conventional oil.

Thus, use of the present oil, which is a low viscosity oil, in thecooling system 100 enables reduction in pressure loss caused when thepresent oil flows in the oil circulation circuit 200. Consequently, thepresent oil can be made to flow inside the inverter 21 as a coolantwhile an increase in pressure loss being suppressed. Also, a draggingresistance caused by the oil is deceased in rotary members such as therotors of the respective motors 2, 3 and the lubrication-required part30 that are in contact with the oil. Consequently, an oil temperaturerange in which the electric oil pump 102 is operable can be expanded toan extremely low temperature range. In other words, an operation limitoil temperature of the electric oil pump 102 is lowered to an extremelylow temperature. The operation limit oil temperature is an oiltemperature at which an amount of discharge from an electric oil pump102 (flow amount per unit time) reaches a required discharge amount.FIG. 4 indicates a difference between the present oil and theconventional oil in terms of operation limit oil temperature for theelectric oil pump 102.

As illustrated in FIG. 4, an operation limit oil temperature Tlim forthe electric oil pump 102 that discharges the present oil is anextremely low temperature of minus several tens degrees centigrade. Theoperation limit oil temperature Tlim for the electric oil pump 102 maybe approximately −40° C. to −20° C. On the other hand, the operationlimit oil temperature of the electric oil pump 102 that discharges theconventional oil is around zero degrees centigrade. As described above,the oil temperature range in which the electric oil pump 102 is operableexpands to an extremely low temperature range including minus severaltens degrees centigrade. Thus, fluidity of the present oil is ensuredeven if an ambient temperature is an extremely low temperature of aroundminus 30° C. Also, the discharge amount when the present oil is used islarge compared to the discharge amount when the conventional oil isused, at any oil temperature, and, in particular exhibits a substantialincrease at a low temperature range.

As described above, the cooling system 100 according to the firstembodiment includes the oil circulation circuit 200 in which only oil iscirculated through the inverter oil passage and the transaxle oilpassage. Consequently, the cooling system 100 can be downsized. In theoil circulation circuit 200, oil air-cooled by the HV radiator 103 canbe supplied to the inverter 21 and the motors 2, 3 (cooling-requiredpart) by the cooling circuit 210, and oil not air-cooled by the HVradiator 103 can be supplied to the lubrication-required part 30 by thelubrication circuit 220. Consequently, the cooling system 100 can ensureboth cooling performance and lubrication performance. Also, the oil canbe cooled (air-cooled) by the HV radiator 103, and thus, coolability ofthe oil is enhanced. In addition, the air-cooled oil is supplied to therespective motors 2, 3, and thus, the capability of cooling the motors2, 3 is enhanced. Also, in the cooling circuit 210, the inverter 21 andeither of the motors 2, 3 are arranged in series. Consequently,reduction in amount of oil supplied to the motors 2, 3 can besuppressed.

Also, the enhancement in coolability of the oil enables reduction inloss (copper loss and iron loss) in the respective motors 2, 3, whichresults in enhancement in fuel efficiency and heat resistance of therespective motors 2, 3. Also, the capability of cooling the inverter 21is also enhanced, and thus, enables reduction in loss (e.g., copperloss) in the inverter 21, which results in enhancement in fuelefficiency and heat resistance of the inverter 21.

[4. Modification] FIG. 5 is a schematic diagram illustrating a schematicconfiguration of a cooling system 100 according to a modification. Inthe description of the modification, components similar to those of theabove-described first embodiment are provided with reference numeralsthat are the same as those of the above-described first embodiment anddescription thereof will be omitted.

As illustrated in FIG. 5, in the cooling system 100 according to themodification, an inverter 21 and respective motors 2, 3 are connected inparallel on the downstream side of an electric oil pump 102 in a coolingcircuit 210 of the oil circulation circuit 200. More specifically, theinverter 21, the first motor 2 and the second motor 3 are arranged inparallel in the cooling circuit 210.

More specifically, a post-cooling oil passage 205 is connected to anexit of an HV radiator 103. An oil passage on the downstream side of thepost-cooling oil passage 205 forks at a fork point P. At the fork pointP, the post-cooling oil passage 205, a first supply oil passage 202 anda second supply oil passage 203 (an MG1 cooling pipe 203 a and an MG2cooling pipe 203 b) are in communication with one another. In otherwords, an oil passage in an inner portion of a case of the inverter 21communicates with the HV radiator 103 via the first supply oil passage202 and the post-cooling oil passage 205. The MG1 cooling pipe 203 a ofthe first motor 2 communicates with the HV radiator 103 via thepost-cooling oil passage 205. The MG2 cooling pipe 203 b of the secondmotor 3 communicates with the HV radiator 103 via the post-cooling oilpassage 205. In other words, the cooling circuit 210 according to themodification is configured such that the oil to be supplied to themotors 2, 3 temporarily flows outside the transaxle case 40 in order topass through the HV radiator 103 without passing through the inverter21.

The cooling system 100 according to the modification can supply oilair-cooled by the HV radiator 103 to the respective motors 2, 3 withoutpassing through the inverter 21. Consequently, increase in temperatureof the oil supplied to the respective motors 2, 3 is prevented bycooling of the inverter 21, enabling the respective motors 2, 3 to becooled by the low-temperature oil. Therefore, the capability of coolingthe respective motors 2, 3 is enhanced.

Here, the case where the inverter 21 and the respective motors 2, 3 arearranged in series as in the above described first embodiment and thecase where the inverter 21 and the respective motors 2, 3 are arrangedin parallel as in the modification will be compared. Where the inverter21 and the respective motors 2, 3 are arranged in series in the coolingcircuit 210, the amount of oil supplied to the respective motors 2, 3 islarge and the temperature of the oil is high compared to the case wherethe inverter 21 and the motors 2, 3 are arranged in parallel. Where theinverter 21 and the respective motors 2, 3 are arranged in parallel inthe cooling circuit 210, the amount of oil supplied to the respectivemotors 2, 3 is small and the temperature of the oil is low compared tothe case where the inverter 21 and the respective motors 2, 3 arearranged in series.

Note that the vehicular cooling system according to the presentdisclosure is not limited to the first embodiment and modificationdescribed above, and arbitrary changes are possible without departingfrom the object of the present disclosure.

For example, the structure and arrangement of the mechanical oil pump101 are not specifically limited as long as the structure andarrangement are those that can be formed inside the transaxle case 40.For example, it is possible that the mechanical oil pump 101 is notdisposed coaxially with the crankshaft of the engine 1. In this case,the mechanical oil pump 101 and the input shaft 6 are connected via amechanism such as a gear mechanism or a chain mechanism so as to enablepower transmission.

Also, types of two oil pumps included in the cooling system 100 are notlimited to those of the above-described first embodiment. In otherwords, the first oil pump included in the cooling circuit 210 is notlimited to the electric oil pump 102, and the second oil pump includedin the lubrication circuit 220 is not limited to the mechanical oil pump101. For example, the first oil pump and the second oil pump may be bothelectric oil pumps. In this case, the second oil pump that pumps oil inthe lubrication circuit 220 is an electric oil pump, and the second oilpump in the lubrication circuit 220 can be controlled by the controlunit 150. Also, according to the cooling system 100, the second oil pumpformed of an electric oil pump can be driven when the vehicle Ve stops.Furthermore, the vehicle with the cooling system 100 installed thereinis not limited to a hybrid vehicle, and may be an electric vehicle (EV)using motors only as motive power sources.

Furthermore, in the cooling system 100, the number of motors included inthe cooling-required part is not limited, a number of motors, the numberbeing a number other than two, may be cooling targets. Although thefirst embodiment has been described in terms of a case where the vehicleVe is a two motor-type hybrid vehicle, the vehicle may be a onemotor-type hybrid vehicle. Or, the cooling system 100 may include threeor more motors, which are cooling targets.

Also, the cooling system 100 may have a water cooling-type oil coolerinstead of the HV radiator 103, which is an air cooling-type oil cooler.The cooling system 100 may only include an oil cooler capable of coolingoil to be supplied to the inverter 21 and the respective motors 2, 3,which are cooling targets. Thus, there is no limitation on whether theoil cooler is of the air-cooling type or the water-cooling type. Forexample, if the cooling system 100 has a water cooling-type oil cooler,the water cooling-type oil cooler may be a heat exchanger that performsheat exchange between oil flowing in the cooling circuit 210 and enginecooling water.

Also, the lubrication-required part 30 may include the differential gearmechanism 9. In other words, there is no specific limitation on whetheror not the differential gear mechanism 9 is included in thelubrication-required part 30.

Second Embodiment

Next, a cooling system 100 according to a second embodiment will bedescribed with reference to FIGS. 6 to 9. The cooling system 100according to the second embodiment is different from the firstembodiment in including a three phase heat exchanger that causes heatexchange among engine cooling water (hereinafter referred to as “ENGcooling water”), engine oil (hereinafter referred to as “ENG oil”) andT/M lubricating oil (hereinafter referred to as “T/M oil”). In thedescription of the second embodiment, description of components that aresimilar to those of the first embodiment will be omitted and for suchcomponents, the reference numerals used in the first embodiment areused.

[5. Cooling system] FIG. 6 is a schematic diagram illustrating aschematic configuration of the cooling system 100 according to thesecond embodiment. As illustrated in FIG. 6, the cooling system 100according to the second embodiment includes a three phase heat exchanger(hereinafter simply referred to as “heat exchanger”) 105 that causesheat exchange among the ENG cooling water, the ENG oil and the T/M oil.Also, an oil circulation circuit 200 is configured to allow the T/M oilflowing inside a lubrication circuit 220 to flow into the heat exchanger105 but prevent the T/M oil flowing inside a cooling circuit 210 fromflowing into the heat exchanger 105. Also, the lubrication circuit 220,an ENG cooling circuit 410 and an ENG oil circuit 420 are connected tothe heat exchanger 105.

[5-1. Lubrication circuit] The lubrication circuit 220 includes amechanical oil pump 101, the heat exchanger 105, a lubrication-requiredpart 30 and an oil storage portion 104. The lubrication circuit 220supplies oil discharged from the mechanical oil pump 101 to thelubrication-required part 30 through the heat exchanger 105.

A second discharge oil passage 206 is connected to a discharge port ofthe mechanical oil pump 101. The oil discharged by the mechanical oilpump 101 into the second discharge oil passage 206 is pumped toward theheat exchanger 105 by means of a discharge pressure of the mechanicaloil pump 101 in the lubrication circuit 220, and further to thelubrication-required part 30 through the heat exchanger 105.

The heat exchanger 105 is a heat exchanger configured to allow heatexchange between the respective three liquids that are the T/M oil, theENG cooling water and the ENG oil. In other words, the heat exchanger105 is configured to allow heat exchange between the T/M oil and the ENGcooling water and allow heat exchange between the T/M oil and the ENGoil. Also, the heat exchanger 105 is configured to allow heat exchangebetween ENG cooling water and ENG oil. The second discharge oil passage206 is connected to an entrance of the heat exchanger 105 in thelubrication circuit 220. A fourth supply oil passage 207 is connected toan exit of the heat exchanger 105 in the lubrication circuit 220. Thefourth supply oil passage 207 is a lubricating oil passage that suppliesthe oil to the lubrication-required part 30 on the downstream side ofthe heat exchanger 105.

Also, in the lubrication circuit 220, a first oil temperature sensor 151that detects a temperature Ttm of the T/M oil is provided. For example,the first oil temperature sensor 151, which is provided in the seconddischarge oil passage 206 in the lubrication circuit 220, detects atemperature Ttm of the T/M oil discharged from the mechanical oil pump101. Then, the temperature Ttm of the T/M oil (hereinafter referred toas “T/M oil temperature”) detected by the first oil temperature sensor151 is input to a control unit 150 as a detection signal (temperatureinformation).

[5-2. ENG cooling circuit] The ENG cooling circuit 410 is a circuit inwhich the ENG cooling water circulates. As illustrated in FIG. 6, theENG cooling circuit 410 includes the heat exchanger 105, and a firstswitching valve (ON-OFF valve) 411 that selectively shuts off a flow ofthe ENG cooling water returning to an engine 1 through the heatexchanger 105. Also, the ENG cooling circuit 410 includes knowncomponents such as a water pump (not illustrated).

A first water passage 412 that supplies the ENG cooling water to theheat exchanger 105 is connected to a cooling water exit of the engine 1and to a cooling water entrance of the heat exchanger 105. Also, asecond water passage 413 that supplies the ENG cooling water subjectedto heat exchange by the heat exchanger 105 to the engine 1 is connectedto a cooling water exit of the heat exchanger 105 and to a cooling waterentrance of the engine 1. In the example illustrated in FIG. 6, a firstswitching valve 411 is provided in the second water passage 413.

The first switching valve 411 switches between an open state (ON) inwhich a flow of the ENG cooling water returning to the engine 1 throughthe heat exchanger 105 is allowed and a closed state (OFF) in which aflow of ENG cooling water returning to the engine 1 through the heatexchanger 105 is not allowed. The first switching valve 411 is formedof, for example, an electromagnetic valve, and opening-closing of thefirst switching valve 411 is controlled by the control unit 150. If thefirst switching valve 411 is in the open state, the ENG cooling waterflows in the first water passage 412 from the engine 1 toward the heatexchanger 105 and the ENG cooling water flows in the second waterpassage 413 from the heat exchanger 105 toward the engine 1. On theother hand, if the first switching valve 411 is in the closed state, inthe ENG cooling circuit 410, no flow of the ENG cooling water returningto the engine 1 through the heat exchanger 105 occurs.

Also, in the ENG cooling circuit 410, a water temperature sensor 152that detects a temperature (hereinafter referred to as “ENG coolingwater temperature”) Thw of the ENG cooling water is provided. The watertemperature sensor 152 is installed on the upstream side of the heatexchanger 105 in the ENG oil circuit 420. Also, information on the ENGcooling water temperature Thw detected by the water temperature sensor152 is input to the control unit 150 as a detection signal.

[5-3. ENG oil circuit] The ENG oil circuit 420 is a circuit in which theENG oil circulates. As illustrated in FIG. 6, the ENG oil circuit 420includes the heat exchanger 105, and a second switching valve (ON-OFFvalve) 421 that selectively shuts off a flow of the ENG oil returning tothe engine 1 through the heat exchanger 105.

A first oil passage 422 that supplies the ENG oil to the heat exchanger105 is connected to an ENG oil exit of the engine 1 and to an ENG oilentrance of the heat exchanger 105. Also, a second oil passage 423 thatsupplies the ENG oil subjected to heat exchange in the heat exchanger105 to the engine 1 is connected to an ENG oil exit of the heatexchanger 105 and to an ENG oil entrance of the engine 1. In the exampleillustrated in FIG. 6, the second switching valve 421 is provided in thesecond oil passage 423.

The second switching valve 421 switches between an open state (ON) inwhich a flow of the ENG oil returning to the engine 1 through the heatexchanger 105 is allowed and a closed state (OFF) in which a flow of theENG oil returning to the engine 1 through the heat exchanger 105 is notallowed. The second switching valve 421 is formed of, for example, anelectromagnetic valve, and opening-closing of the second switching valve421 is controlled by the control unit 150. If the second switching valve421 is in the open state, the ENG oil flows in the first oil passage 422from the engine 1 toward the heat exchanger 105, and the ENG oil flowsinside the second oil passage 423 from the heat exchanger 105 toward theengine 1. On the other hand, if the second switching valve 421 is in theclosed state, in the ENG oil circuit 420, no flow of the ENG oilreturning to the engine 1 through the heat exchanger 105 occurs.

Also, in the ENG oil circuit 420, a second oil temperature sensor 153that detects a temperature (hereinafter referred to as “ENG oiltemperature”) Toil of the ENG oil is provided. The second oiltemperature sensor 153 is installed on the upstream side relative to theheat exchanger 105 in the ENG oil circuit 420. Information on the ENGoil temperature Toil detected by the second oil temperature sensor 153is input to the control unit 150 as a detection signal.

[6. Control unit] The control unit 150 controls opening-closing of thefirst switching valve 411 and the second switching valve 421, based onthe detection signals (the T/M oil temperature Ttm, the ENG coolingwater temperature Thw and the ENG oil temperature Toil) input from therespective sensors 151 to 153. In other words, the control unit 150performs switching control to switch each of the first switching valve411 and the second switching valve 421 between the open state and theclosed state and thereby controls a heat exchange state in the heatexchanger 105. More specifically, the control unit 150 performscomparison among the T/M oil temperature Ttm, a predetermined oiltemperature Ttm_(—1) for the T/M oil temperature Ttm, the ENG coolingwater temperature Thw, a predetermined water temperature Thw_(—1) forthe ENG cooling water temperature Thw, and the ENG oil temperature Toilto perform the switching control.

The predetermined oil temperature Ttm_(—1) is a value set inconsideration of T/M unit loss. A T/M unit includes drive devices housedin a transaxle case 40 (a first motor 2, a second motor 3 and a powertransmission mechanism) and electric components (e.g., an inverter 21)connected to the motors 2, 3. Thus, the TM unit loss includes losscaused in the power transmission mechanism (for example, loss caused dueto oil dragging loss in the lubrication-required part 30) in addition toiron loss and copper loss caused when the motors 2, 3 are driven.Furthermore, the T/M unit loss has a characteristic of the amount of theT/M unit loss varying as the T/M oil temperature Ttm varies (temperaturecharacteristic).

FIG. 7 is a diagram for describing a relationship between the T/M unitloss and the T/M oil temperature Ttm. As illustrated in FIG. 7, if theT/M oil temperature Ttm falls within an oil temperature range that islower than the predetermined oil temperature Ttm_(—1), the T/M unit losscontinuously decreases as the T/M oil temperature Ttm increases overtime. Conversely, if the T/M oil temperature Ttm falls within an oiltemperature range that is higher than the predetermined oil temperatureTtm_(—1), the T/M unit loss continuously increases as the oiltemperature increases over time. Thus, the amount of the T/M unit lossattributable to the T/M oil temperature Ttm is a minimal value at thepredetermined oil temperature Ttm_(—1). This is because the T/M unitloss can be divided into friction loss and motor loss and the frictionloss decreases upon an oil temperature increase and the motor lossincreases upon an oil temperature increase. Therefore, the control unit150 performs switching control for each of the switching valves 411, 421(control for heat exchange in the heat exchanger 105) using thepredetermined oil temperature Ttm_(—1) for the T/M oil temperature Ttmas a threshold value.

FIG. 8 is a diagram illustrating liquid temperature changes in a normalmoving state. The normal moving state refers to a state in which avehicle is moving by means of motive power of the engine 1. Asillustrated in FIG. 8, if a vehicle Ve is in a normal moving state, theliquid temperatures are in a relationship of “T/M oil temperatureTtm<ENG oil temperature Toil<ENG cooling water temperature Thw”. Also,upon an increase of the ENG cooling water temperature Thw to be equal toor exceed the predetermined water temperature Thw_(—1), all fuelconsumption control for the engine 1 (hereinafter referred to as “ENGfuel consumption control”) is performed. In other words, thepredetermined water temperature Thw_(—1) is a threshold value. The ENGfuel consumption control is control performed for fuel efficiencyenhancement. The ENG fuel consumption control includes, for example,control to automatically stop the engine 1 when the vehicle makes abrief stop, control to set operating points of the engine 1 (an enginespeed and an engine torque) on an optimum fuel consumption line on whicha best efficiency is achieved, and EV moving control to permit EV movingin which the vehicle moves by means of motive power of the motors 2, 3.Also, although not illustrated in FIG. 8, in a high-load moving state,the ENG oil temperature Toil is higher than the T/M oil temperature Ttmand the ENG cooling water temperature Thw. For example, aftercontinuation of the normal moving state indicated in FIG. 8 for a longtime (for example, several hours), the vehicle enters a high-load movingstate. Here, examples of the normal moving state include HV moving inwhich the vehicle moves by means of motive power of the engine 1 and therespective motors 2, 3 and engine moving in which the vehicle moves bymeans of motive power of the engine 1 alone.

[7. Heat exchange control] FIG. 9 is a flowchart illustrating an exampleof heat exchange control. The control routine indicated in FIG. 9 isperformed by the control unit 150.

As illustrated in FIG. 9, the control unit 150 determines whether or notthe T/M oil temperature Ttm is lower than the predetermined oiltemperature Ttm_(—1) (step S1). The predetermined oil temperatureTtm_(—1) is a threshold value set in advance.

If an affirmative determination that the T/M oil temperature Ttm islower than the predetermined oil temperature Ttm_(—1) is made in step S1(step S1: Yes), the control unit 150 performs warming control to controlheat exchange in heat exchanger 105 to warm the T/M oil (step S2). Inthis case, the control unit 150 determines whether or not the ENGcooling water temperature Thw is higher than the predetermined watertemperature Thw_(—1) (step S3). The predetermined water temperatureThw_(—1) is a threshold value set in advance.

If an affirmative determination is made in step S3 because of the ENGcooling water temperature Thw being higher than the predetermined watertemperature Thw_(—1) (step S3: Yes), the control unit 150 controls thefirst switching valve 411 to be ON and the second switching valve 421 tobe ON (step S4). Upon performance of step S4, the first switching valve411 and the second switching valve 421 are opened, heat exchange isperformed between the T/M oil and the ENG cooling water, and heatexchange is performed between the T/M oil and the ENG oil. After theperformance of step S4, the control unit 150 ends the control routine.

As described above, if the affirmative determination is made in step S3,as illustrated in FIG. 8 mentioned above, the ENG cooling watertemperature Thw and the ENG oil temperature Toil are in a state in whichthe ENG cooling water temperature Thw and the ENG oil temperature Toilare higher than the T/M oil temperature Ttm. Then, upon performance ofstep S4, heat of the ENG cooling water and the ENG oil is transferred tothe T/M oil and the T/M oil is thereby warmed. Therefore, the T/M oilcan quickly be warmed by the heat of the ENG cooling water and the heatof the ENG oil. Consequently, the lubrication-required part 30 canquickly be warmed by the T/M oil that has passed through the heatexchanger 105.

If a negative determination is made in step S3 because of the ENGcooling water temperature Thw being equal to or below the predeterminedwater temperature Thw_(—1) (step S3: No), the control unit 150determines whether or not the T/M oil temperature Ttm is lower than theENG oil temperature Toil (step S5).

If an affirmative determination is made in step S5 because of the T/Moil temperature Ttm being lower than the ENG oil temperature Toil (stepS5: Yes), the control unit 150 controls the first switching valve 411 tobe OFF and the second switching valve 421 to be ON (step S6). Uponperformance of step S6, the second switching valve 421 is opened, heatexchange is thus performed between the T/M oil and the ENG oil, but thefirst switching valve 411 is closed, no heat exchange is thus performedbetween the T/M oil and the ENG cooling water. After the performance ofstep S6, the control unit 150 ends the control routine.

As described above, if step S6 is performed after determination in stepS5, the T/M oil temperature Ttm is in a state in which T/M oiltemperature Ttm is lower than the ENG oil temperature Toil, heat of theENG oil is transferred to the T/M oil in the heat exchanger 105, and theT/M oil is thereby warmed. Therefore, the T/M oil can quickly be warmedby the heat of the ENG oil. Consequently, the lubrication-required part30 can quickly be warmed by the T/M oil that has passed through the heatexchanger 105. Furthermore, if step S6 is performed after determinationin step S5, the ENG cooling water provides no heat to the T/M oil, andthus, the ENG cooling water is preferentially warmed until the ENGcooling water temperature Thw increases to the predetermined watertemperature Thw_(—1). Consequently, the engine 1 is warmed by the ENGcooling water.

If a negative determination is made in step S5 because of the T/M oiltemperature Ttm being equal to or exceeding the ENG oil temperature Toil(step S5: No), the control unit 150 controls the first switching valve411 and the second switching valve 421 to be OFF (step S7). Uponperformance of step S7, the first switching valve 411 and the secondswitching valve 421 are closed, no heat exchange is thus performedbetween the T/M oil and the ENG cooling water, and also between the T/Moil and the ENG oil. In other words, the T/M oil receives no heat fromthe ENG cooling water and the ENG oil. After the performance of step S7,the control unit 150 ends the control routine.

As described above, if step S7 is performed after determination in stepS5, the T/M oil temperature Ttm is in a state in which the T/M oiltemperature Ttm is higher than the ENG oil temperature Toil, and thus,transfer of heat of the T/M oil to the ENG oil can be prevented byclosing the second switching valve 421. Consequently, when the T/M oilis warmed, the heat of the T/M oil can be prevented from being taken bythe ENG oil. Thus, the lubrication-required part 30 can quickly bewarmed by the T/M oil that has passed through the heat exchanger 105.

On the other hand, if a negative determination is made in step S1because of the T/M oil temperature Ttm being equal to or exceeding thepredetermined oil temperature Ttm_(—1) (step S1: No), the control unit150 performs cooling control to control a heat exchange state in theheat exchanger 105 to cool the T/M oil (step S8). In this case, thecontrol unit 150 determines whether or not the ENG oil temperature Toilis lower than the ENG cooling water temperature Thw (step S9).

An affirmative determination is made in step S9 because of the ENG oiltemperature Toil being lower than the ENG cooling water temperature Thw(step S9: Yes), the control unit 150 determines whether or not the T/Moil temperature Ttm is lower than the ENG oil temperature Toil (stepS10).

If an affirmative determination is made in step S10 because of the T/Moil temperature Ttm being lower than the ENG oil temperature Toil (stepS10: Yes), the control unit 150 performs step S7 described above tocontrol the first switching valve 411 and the second switching valve 421to be OFF.

As described above, if step S7 is performed after determination in stepS10, the T/M oil temperature Ttm is in a state in which the T/M oiltemperature Ttm is lower than the ENG cooling water temperature Thw andthe ENG oil temperature Toil, both transfer of heat of the ENG coolingwater to the T/M oil and transfer of heat of the ENG oil to the T/M oilcan thus be prevented by closing the first switching valve 411 and thesecond switching valve 421. Consequently, when the T/M oil is cooled,the T/M oil can be prevented from being warmed by the ENG cooling waterand the ENG oil, ensuring coolability of the T/M oil.

If a negative determination is made in step S10 because of the T/M oiltemperature Ttm being equal to or exceeding the ENG oil temperature Toil(step S10: No), the control unit 150 performs step S6 described above tocontrol the first switching valve 411 to be OFF and the second switchingvalve 421 to be ON.

As described above, if step S6 is performed after determination in stepS10, the T/M oil temperature Ttm is in a state in which the T/M oiltemperature Ttm is higher than the ENG oil temperature Toil, and thus,transfer of heat of the ENG cooling water to the T/M oil can beprevented by closing the first switching valve 411, and heat of the T/Moil can be transferred to the ENG oil by opening the second switchingvalve 421. Consequently, when the T/M oil is cooled, the T/M oil can beprevented from being warmed by the ENG cooling water and the T/M oil canbe cooled by the ENG oil, ensuring coolability of the T/M oil.

If a negative determination is made in step S9 because of the ENG oiltemperature Toil being equal to or exceeding the ENG cooling watertemperature Thw (step S9: No), the control unit 150 determines whetheror not the T/M oil temperature Ttm is lower than the ENG cooling watertemperature Thw (step S11).

If an affirmative determination is made in step S11 because of the T/Moil temperature Ttm being lower than the ENG cooling water temperatureThw (step S11: Yes), the control unit 150 performs step S7 describedabove to control the first switching valve 411 and the second switchingvalve 421 to be OFF.

As described above, if step S7 is performed after determination in stepS11, a relationship of “T/M oil temperature Ttm<ENG cooling watertemperature Thw≤ENG oil temperature Toil” is established amongtemperatures of the respective liquids. Thus, both transfer of heat ofthe ENG cooling water to the T/M oil and transfer of heat of the ENG oilto the T/M oil can be prevented by closing the first switching valve 411and the second switching valve 421. Consequently, when the T/M oil iscooled, the T/M oil can be prevented from being warmed by the ENGcooling water and the ENG oil, ensuring coolability of the T/M oil.

If a negative determination is made in step S11 because of the T/M oiltemperature Ttm being equal to or exceeding the ENG cooling watertemperature Thw (step S11: No), the control unit 150 controls the firstswitching valve 411 to be ON and the second switching valve 421 to beOFF (step S12). Upon performance of step S12, the first switching valve411 is opened, heat exchange is thus performed between the T/M oil andthe ENG cooling water, but the second switching valve 421 is closed, noheat exchange is thus performed between the T/M oil and the ENG oil.After the performance of step S12, the control unit 150 ends the controlroutine.

As described above, if a negative determination is made in step S11, theT/M oil temperature Ttm is in a state in which the T/M oil temperatureTtm is higher than the ENG cooling water temperature Thw, and thus heatof the T/M oil can be transferred to the ENG cooling water by openingthe first switching valve 411, and transfer of heat of the ENG oil tothe T/M oil can be prevented by closing the second switching valve 421.Consequently, when the T/M oil is cooled, the T/M oil can be cooled byreleasing heat to the ENG cooling water and the T/M oil can be preventedfrom being warmed by the ENG oil, ensuring coolability of the T/M oil.

[8. Comparison with reference example] Here, for description ofadvantages of the cooling system 100 according to the second embodiment,the cooling system 100 and a reference example will be compared withreference to FIG. 11. Here, for a cooling system 500, which isillustrated in FIG. 11, description of components that are similar tothose of the cooling system 300 illustrated in FIG. 10 described abovewill be omitted and the reference numerals used for the cooling system300 are used.

FIG. 11 is a schematic diagram illustrating a schematic configuration ofa cooling system 500 according to a reference example. As illustrated inFIG. 11, the cooling system 500 according to the reference exampleincludes no above-described heat exchanger 105. In other words, in thecooling system 500, no heat exchange is performed between T/M oil and aliquid on the engine 1 side (ENG cooling water in an ENG cooling circuit410 or ENG oil in an ENG oil circuit 420). Therefore, in the coolingsystem 500, when a lubrication-required part 30 is warmed, the T/M oilcannot be warmed by the liquid on the engine 1 side (the ENG coolingwater or the ENG oil), resulting in a delay in temperature increase ofthe T/M oil. Thus, in a normal moving state, stirring loss and draggingloss caused by the lubrication-required part 30 may become large. Also,in a high-load moving state, coolability of the T/M oil decreases, whichmay result in an increase of loss (copper loss and iron loss) in motorcomponents.

Advantages of the second embodiment include warming performance and fuelefficiency in addition to advantages similar to those of the firstembodiment described above (cooling performance and structure).According to the second embodiment, at the time of warming, heatexchange is performed between the liquid on the engine 1 side (ENGcooling water or ENG oil) and the T/M oil, and thus an increase of theT/M oil temperature Ttm is quickened, enabling quick completion of thewarming. Consequently, stirring loss and dragging loss (T/M friction) inthe lubrication-required part 30 can be reduced, enabling enhancement infuel efficiency.

Furthermore, by performing switching control in consideration of a ENGcooling water temperature Thw, friction in the engine 1 (hereinafterreferred to as “ENG friction”) and an adverse effect on ENG fuelconsumption control can be minimized. Also, when an oil temperaturesensitivity of ENG friction for the ENG oil is compared to an oiltemperature sensitivity of T/M friction for the T/M oil, the oiltemperature sensitivity of the T/M friction is larger than the oiltemperature sensitivity of the ENG friction. Thus, if the ENG oiltemperature Toil is in a state in which the ENG oil temperature Toil ishigher than the T/M oil temperature Ttm, transfer of heat of the ENG oilto the T/M oil reduces the T/M friction, enabling enhancement in fuelefficiency. Here, the ENG friction decreases as the ENG oil temperatureToil increases.

As described above, reduction in pressure loss caused by the T/M oil andexpansion of the operation limit oil temperature range for the electricoil pump 102 ensure a sufficient flow amount (ensures a necessary flowamount) of the T/M oil and enhances a degree of freedom in the electricoil pump. Consequently, an oil circulation circuit 200 having a circuitconfiguration in which an inverter circuit and a transaxle oil passageare integrated can be provided.

As described above, according to the second embodiment, in addition tothe effects provided by the above-described first embodiment, the T/Moil can quickly be warmed and warming of the power transmissionmechanism is quickly completed, and thus, T/M friction is reduced,enabling enhancement in fuel efficiency.

Note that the vehicular cooling system according to the presentdisclosure is not limited to the second embodiment described above, andarbitrary changes are possible without departing from the object of thepresent disclosure.

For example, each of the switching valves 411, 421 is not limited to anelectromagnetic valve and may be formed of an ON-OFF valve that can becontrolled by the control unit 150.

Also, the first oil temperature sensor 151 may be installed on theupstream side relative the heat exchanger 105 in the lubrication circuit220. For example, the first oil temperature sensor 151 may be providedin the oil storage portion 104 and detect a temperature Ttm of the T/Moil stored in the oil storage portion 104. Likewise, an installationposition of the water temperature sensor 152 is not specifically limitedas long as the installation position is upstream of the heat exchanger105 in the ENG cooling circuit 410. An installation position of thesecond oil temperature sensor 153 is also not specifically limited aslong as the installation position is upstream of the heat exchanger 105in the ENG oil circuit 420.

What is claimed is:
 1. A vehicular cooling system installed in a vehicleincluding an electric motor, an inverter electrically connected to theelectric motor, and a power transmission mechanism that transmits motivepower output from the electric motor to a wheel, the vehicular coolingsystem comprising: an oil circulation circuit including an oil storageportion; a first circuit including a first oil pump that sucks in oilstored in the oil storage portion and discharges the oil as a coolant tobe supplied to the inverter and the electric motor, and an oil coolerprovided between the first oil pump, and the inverter or the electricmotor, the oil cooler cooling the oil to be supplied to the inverter andthe electric motor; and a second circuit including a second oil pumpthat sucks in the oil stored in the oil storage portion and dischargesthe oil to be supplied to a lubrication-required part included in thepower transmission mechanism without passing through the oil cooler. 2.The vehicular cooling system according to claim 1, wherein in the firstcircuit, the inverter and the electric motor are provided on adownstream side of the first oil pump, the inverter and the electricmotor are connected in series, and the electric motor is provided on adownstream side of the inverter.
 3. The vehicular cooling systemaccording to claim 1, wherein in the first circuit, the inverter and theelectric motor are provided on a downstream side of the first oil pump,and the inverter and the electric motor are connected in parallel. 4.The vehicular cooling system according to claim 1, wherein the electricmotor includes a stator and a rotor, and in the first circuit, anelectric motor cooling pipe for supplying oil to the electric motorincludes a discharge hole for discharging oil toward the stator.
 5. Thevehicular cooling system according to claim 1, wherein the oil flowingin the first circuit has an insulating property.
 6. The vehicularcooling system according to claim 1, wherein the inverter is configuredsuch that the oil discharged from the first oil pump flows inside as thecoolant.
 7. The vehicular cooling system according to claim 1, whereinthe oil cooler is an air cooling oil cooler that causes heat exchangebetween the oil and air.
 8. The vehicular cooling system according toclaim 1, wherein: the vehicular cooling system is installed in thevehicle including the electric motor and an engine as motive powersources; the first oil pump is an electric oil pump to be driven by theelectric motor; and the second oil pump is a mechanical oil pump to bedriven by the engine.
 9. The vehicular cooling system according to claim8, wherein the second circuit further includes a three phase heatexchanger configured to allow heat exchange between engine cooling waterand the oil discharged from the second oil pump, and allows heatexchange between engine oil and the oil discharged from the second oilpump.
 10. The vehicular cooling system according to claim 9, furthercomprising: a first switching valve provided in a circuit in which theengine cooling water circulates, the first switching valve switchingbetween an open state in which a flow of the engine cooling waterthrough the heat exchanger is allowed and a closed state in which theflow of the engine cooling water through the heat exchanger is notallowed; and a second switching valve provided in a circuit in which theengine oil circulates, the second switching valve switching between anopen state in which a flow of the engine oil through the heat exchangeris allowed and a closed state in which the flow of the engine oilthrough the heat exchanger is not allowed.
 11. The vehicular coolingsystem according to claim 10, further comprising: a first oiltemperature sensor that detects a temperature of the oil; a watertemperature sensor that detects a temperature of the engine coolingwater; a second oil temperature sensor that detects a temperature of theengine oil; and a control unit configured to control opening-closing ofeach of the first switching valve and the second switching valve basedon the temperature of the oil detected by the first oil temperaturesensor, the temperature of the engine cooling water detected by thewater temperature sensor and the temperature of the engine oil detectedby the second oil temperature sensor, wherein the control unit isconfigured to, when the temperature of the oil is lower than apredetermined oil temperature, control at least the second switchingvalve out of the first switching valve and the second switching valve tobe in the open state, and perform warming control to increase thetemperature of the oil via heat exchange in the heat exchanger.
 12. Thevehicular cooling system according to claim 11, wherein the control unitis configured to, in a case where the control unit performs the warmingcontrol, when the temperature of the engine cooling water is higher thana predetermined water temperature, control the first switching valve andthe second switching valve to be in the open states.
 13. The vehicularcooling system according to claim 11, wherein the control unit isconfigured to, in a case where the control unit performs the warmingcontrol, when the temperature of the engine cooling water is equal to orbelow a predetermined water temperature and the temperature of the oilis lower than the temperature of the engine oil, control the firstswitching valve to be in the closed state and control the secondswitching valve to be in the open state.